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ABSTRACT
In this study, n-butanol-diesel blends were burned in a turbo-charged, direct injection diesel engine where the brake
thermal efficiency, (BTE) or brake specific fuel consumption, (BSFC) was compared with that of ethanol-diesel or me-
thanol-diesel blends in another study by other authors. The test blends used were B5, B10 and B20 (where B5 is 5%
n-butanol by volume and 95% diesel fuel-DF). In this study, the BTE was higher and the BSFC improved more than in
the other study. Because of improved BTE with increasing brake mean effective pressure, BMEP, the BSFC reduced,
however the increased shared volume of n-butanol in DF increased BSFC. Adding n-butanol in DF slightly derated the
torque, brake power output with increasing speed, and caused a fall in exhaust gas temperatures, (EGT) which improves
the volumetric efficiency and reduces compression work. Therefore, a small-shared volume of n-butanol in DF fired in
a turbo-charged diesel engine performs better in terms of BTE and BSFC than that of ethanol or methanol blending in
DF.
Keywords: Brake Specific Fuel Consumption; Brake Thermal Efficiency; Exhaust Gas Temperature; n-Butanol/Diesel
son of properties of n-butanol, ethanol with diesel is listed tanol-in DF in a diesel engine and compare results with a
in Table 1 [13,14]. Rakopoulos et al. [10] conducted similar study by other authors [3] who used ethanol-di-
experiments on a hydra engine and found a higher brake esel and methanol-diesel blends.
specific fuel consumption, (BSFC) at low brake mean
effective pressure (BMEP) than at high BMEP for all the 2. Methods and Materials
fuels using the blends 8%, 16% and 24% of n-butanol in
2.1. Experimental Set up
DF. The BSFC slightly decreases with increasing load
for all the fuels whereas BSFC increases with retarded Figure 1 illustrates the engine layout for the experiments.
main injection timing using the blends 8% and 16% of The study was conducted on a four-cylinder piston, 1.91
n-butanol in DF [15]. The BSFC increases when main L - 66 kw Turbo-Direct Injection (TDI) Volks Wagen
injection timing is retarded using isobutanol, ISB15 and diesel engine. This study is a continuation of the earlier
ISB20. The brake thermal efficiency, (BTE), was similar study carried out by the authors on combustion [12]. A
for all the fuels and increased with increasing BMEP fixed electronic diesel control unit (EDU) was used to
using blends 8% and 16% of n-butanol in DF. The BTE maintain stiochiometric engine performance. The diesel
slightly improved at high speed for blends up to 10% fuel, D2 was used as reference fuel. The test torque was
isobutanol [16]. It can be observed from the preceding varied from 100%, 75% and 50% to 25% of full load.
cited studies that it is not quite clear which blends, The specifications of the measuring equipment used for
whether ethanol-diesel, methanol-diesel blends or n-bu- the experiments are listed in Table 2. The engine was ran
tanol-diesel blends would produce superior performance on steady state condition for about two minutes for every
characteristics when burned in the compression ignition measuring point before recording values. Three blends
(CI) engine. were used namely: B5, B10, or B20, and reference fuel
The purpose of this work was to evaluate the perfor- B0 (B0 is the reference diesel, D2.
mance characteristics of the small volume ratios of n-bu- The blends were prepared on the same day using in-
Figure 1. Schematic diagram of engine arrangement and set up for data acquisition.
tank method with standard laboratory glassware. Operat- Table 3. Engine parameters.
ing the engine for 20 to 30 minutes using the reference Bore 79.5 [mm]
fuel (D2) warmed it up. The initial fuel in the tank and Stroke 95.5 [mm]
delivery system was nearly emptied before a new test Compression ratio 19.5 -
fuel was fed into the fuel tank. The engine was ran on Maximum Torque 202 [Nm]/1800 [rpm]
high load for a short period in order to speed up the re- Maximum power 66 [kW]/4000 [rpm]
moval of the fuel in the fuel delivery lines. The engine Fuel system:
was ran using the test blend for another 20 minutes in Injector pump Distributor-type
order to stabilize the engine on the new test fuel. (Bosh VP37)
The fuel mass-flow rate was measured using the AVL Combustion chamber Bowl in piston
7131-12 dynamic fuel consumption measuring equip- Injector type andpressure 5 hole, 180 [bars]
ment. The fuel balance works on the gravimetric mea-
suring principle. This instrument enables the highest cohols increases the BSFC. Therefore, alcohols having a
temperature stability of the fuel conditioning system with higher heating value than others will have a lower BSFC.
measuring accuracy of 0.12%; including self-calibration For this reason, the minimum BSFC in study A was 298
according to ISO 9001. Fuel is supplied to the engine g/kwh compared with 237 g/kwh in the current study
from a measuring vessel the weight of which is conti- where n-biutanol/diesel blends were used at 1500 RPM.
nuously measured. Figures 3(a) and (b) depict the BTE at speeds 1500
The torque was measured by a Borghi and Saveri eddy and at 3000 RPM respectively. The oxygenated fuels such
current dynamometer, type FE-350S and the crank angle as alcohols are well known to improve combustion when
and speed were measured by an encoder or sensor (placed blended with DF because of the oxygen atoms attached
on the dynamometer shaft connected to the TDI diesel to their structural composition. In order to determine
engine). The engine parameters are listed in Table 3. which blends have a better performance with regards to
thermal efficiency, the BTE between study A and this
2.2. Materials study were compared. The value of BTE in study A was
in the range of: 0.22 to 0.28 for the speed range of 1000
The n-butanol fuel was manufactured by VWR Prolabo
to 1600 RPM. In the current study, the BTE fell into the
(BDH), of 99.99% purity, density of 809 kg/m3 (20˚C),
range: 0.25 to 0.35 with 1500 RPM.
molecular formula:C4H9OH, molecular mass: MW 74.12
The higher BTE of n-butanol/diesel blends is attri-
kg/kmol, boiling point: 118˚C (at 101.3 kPa), melting
buted to their higher CN than ethanol/or methanol/diesel
point: −89.8˚C, and flash point: 30˚C. The type of DF
blends. In the current study, BTE increased during the
used for the experiments was: D2, standard EN 590, CN:
testing of the fuels with BMEP. The irregularity observed
51, sulphur content of ≤10 mg/kg; water content of ≤200
on 3 and 6 bars, BMEP with 3000 RPM could probably
mg/kg; and kinematic viscosity of 2.00 to 4.5 (mm2/s) at
be attributed to the slower evaporation of the n-butanol
40˚C, specific density at 15˚C, ≥ 0.82; and flash point
blends as a result of their lower CN than DF. The con-
of >55˚C. The reference fuel was DF, (D2).
stant BTE (see Figure 3) at a particular BMEP does not
correlate with the BSFC at the same BMEP (see Figure
3. Results and Discussion
2) with respect to the trends, according to this formula:
A study was conducted where a small-shared volume of BTE is 1/(BSFC*LHV). This can be explained as follows.
ethanol with diesel (E5 and E10) was compared with The energy content, that is the Lower heating value,
methanol/diesel blends: M5, M10 (M5 is 5% by volume (LHV) of the blend decreases with the increasing fraction
of methanol in DF). The test was based on a naturally by volume (v/v) of n-butanol in DF. This causes the fuel-
aspirated engine with bore size of 98 mm and stroke 100 mass flow to increase the BSFC. Thus, the two effects
mm and compression ratio 17:1. [3]. The cited study is compensate each other and maintain the same BTE. Im-
hence designated as study A. provement of BTE can be as a result of better atomisa-
Figure 2 illustrates the effect of blends on BSFC. It is tion of the blend, and effects on friction [17]. Atomisa-
well established that the lower energy content of the al- tion of a fuel is affected by the fuel’s surface tension,
Figure 2. Brake specific fuel consumption (BSFC) vs. BMEP (a) at 1500 rpm (b) at 3000 rpm.
Figure 3. (a) Brake thermal efficiency (BTE) vs BMEP (a) at 1500 rpm (b) at 3000 rpm.
Figure 4). permitted to burn at high speed. However, the EDC re-
Figures 5(a) and (b) illustrate the effect on the EGT, tarded the timing of SOI on partial loads in order to
at 1500 and 3000 RPM respectively. Whereas the load match the operating conditions. The fuel-injection tim-
(BMEP) caused EGT to increase, blends, which have a ings of the blends and DF controlled by the EDC for dif-
higher heat of evaporation than DF, lowered EGT through ferent speeds of 1500, 2500, 3000 and 3500 RPM were:
evaporative cooling. Therefore, the EGT using DF was 11˚ 11˚, 12˚ and 15˚ CAD before top dead centre (BTDC)
higher than that of the blends. The lower EGT of the respectively.
blends than DF contributes to increasing the volumetric
efficiency and in turn reducing compression work during 4. Conclusions
the compression stroke.
Figures 6(a) and (b) illustrate the effect of the blends The purpose of this work was to compare the perfor-
on manifold boost (air) pressure at 1500 and 3000 RPM. mance characteristics of small fractions (v/v) of n-buta-
The boost (air) pressure level is a measure that helps to nol-diesel blends fired in a turbo-charged, direct injection
improve the BTE as the fuel-air ratio is reduced. Air diesel engine with a similar study by other authors using
pressure boosted in this way by the turbo-charged device ethanol-and methanol-diesel blends.
at the intake side of the engine is not a parasitic work • The BSFC was lower and BTE was higher in our
because the turbo-charged device as is well known is study than in the other study.
driven by the waste exhaust gas. Therefore, the volume- • The reduction of exhaust gas temperature (EGT) im-
tric efficiency is again improved and the compression proves the volumetric efficiency, which in turn re-
work (parasitic work of the engine) reduced. This con- duces the compression work during the compression
sequently improves the BTE of the engine. stroke.
Figure 7 illustrates the effect of all the test fuels on the • Applying small-shared volumes of n-butanol to diesel
injection timing or start of injection (SOI) in the crank fuel improves the BTE and BSFC requiring no engine
angle degrees, (CADs) with 1500 and 3000 RPM. The modification compared with that of ethanol-or me-
injection timing was more advanced at the speed of 3000 thanol-diesel blends. The boost pressure improves brake
RPM than at the speed of 1500 RPM. This was expected, thermal efficiency (BTE) whereas the start of injec-
owing to the reduced (CADs) that the fuel mixture was tion is retarded at low speed.
Figure 5. Exhaust gas temperature, (EGT) vs BMEP (a) at 1500 rpm and (b) at 3000 rpm.
Figure 6. Boost (air) pressure vs BMEP (a) at 1500 rpm (b) at 3000 rpm.
http://dx.doi.org/10.1196/annals.1419.009
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